Automatic railway switching system



2 Sheets-,Sheet l VENTOR.

LOUGHRIDGE Nm T Filed Feb. 24, 1932 w fg WN -AUTOMATIC RAILWAY SWITCHING SYSTEM March 2s,Iv 1939.

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v z shee'ts-sheet 2 March 28, 1939. M LOUGHRIDGE AUTOMATIC RAILWAY SWITCHING SYSTEM Filed Feb. 24, 1932 Patented Mar. 28, 1939 PATENT OFFICE AUTOMATIC RAILWAY SWITCHINGr` SYSTEM Matthew H. Loughrdge, Bogota, N. J.

Application February 24, 1932, Serial No. 594,771

12 Claims.

This invention relates to railroads and relates particularly to an automatic system for operating the track switches on a railroad. It has for an object to divert traflic from one track to another when the 'rst track is lled and to' again divert the trafiic to the rst track when the second track is filled. Another object of the invention is to release trahie from a side track to a main track ina predetermined order. Another object ci the invention is to provide a system of electric control for power operated track switches associated with the block system; a further object is to control the operation of trackway switches by the cooperation of trains or cars spaced on the traokway at certain points. The invention embodies means for controlling the train or cars by controlling the power system of the train and also controlling the braking system. The system controis trains moving from left to right and operates the facing switches after the traiiic has passed over the switch and accumulated on the track, andit operates the trailing switches, Where the traffic leaves the sidings before the trains pass over the switches. When the switch is operated for traffic from the side track it is maintained in this position by the continuous movement of the trahie until the side track is cleared.

The invention will be more particularly understood from the following speciiication and the accompanying drawings, which illustrate the invention` in diagram form and in which,

D' that may be used on the motive units with this invention;

Fig. 3 is a diagram showing a pair of side tracks feeding a main track with meansl for automatically operating the switches -on the track.

ln the operation of a railroad there are portions of track over which it is not possible to maintain uniform speed and the slowing up of trahie occasioned by this condition can be prevented by the addition of one or more supplein entary tracks over which the slow speed trafc may be operated. There are also conditions arising in the operation of a railroa-d in which it is neoessaryto inspect the rolling stock at some intermediate point on its journey. This requires that the trame be stopped until the inspection can be made, after which the journey may be resumed.

In order to cause as little delay as possible to trahie under these and similar conditions, the supplementary tracks with the automatic switching arrangement shown in Figs. 1 and 3 may be used. In Fig. 1, the traffic is operated at normal spe-ed on the main track until the section where fie switches are located is reached. On this section means are provided for reducing the operating speed so that the turnout switches may be safely negotiated. The arrangement is such that when trahie on main track A is diverted over switch D to the side track B the trafc con.- tinues over this route until the track B is filled. The trai-lic then continues over track C, being diverted at switch E on account of trac-ks A and B being filled with traffic, and when track C is ultimately lled with traffic, switch E is automatically set for' the main track and tramo is again diverted to either track Apr` track B. It should be stated that the track switches are assumed for descriptive purposes to `be in the normal position when they are set for the straightA or main track A and are assumed to be reversed when set for the side tracks. The acute angle of the triangle shown at the switchpoints, according to standard practice, indicates theclosed position of the switch point, that is, when it isclosed against the adjoining rail. As shown in Fig. l, the traffic is directed over `track A, with the tracks free from traiiic until switches D or E are reversed by means not shown.

The diagram in Fig. 3 isa continuation of the diagram inFig. 1 and shows a system for automatically operating switches to enable the traiiic from the side tracks B and C to be diverted-to the main track A. In this arrangement, when switch F is reversed which occurs when there is not trailic on the main track approaching the switch, traflic will continue to flow from track B to track A until there is an interruption in this traffic. The system is so arranged that an interruption in the continuous iow of trafc from track B and trahie approaching the switch on track A, will restore switch F to the normal position and clear the way for traihc from tracks A and C. Traihc from track C over switch G reversed flows into track A until there is an interruptionin the ilow which causes the switch G to be moved to the normal position and provides for traffic movements on the straight track A.

In the drawings, il and I2 represent the running rails of the track, I3 is the power wire which may be in the formof a trolley wire or third rail, and i3d is a section of the powerwire located at the switch turnouts and arranged for lower speeds than where the power wire I3 is used. 'Ihe power wire I3 is energized from supply mains at II, one

of which mains connects by the wire I9 to I3 and i train stops.

through the resistance I6. The operation of the power wire and the block system will be understood from the car wiring diagram in Fig. 2 in which 2I represents the running wheels on the rails, 22 is the trolley connecting with the power wire I3 and controlled by the armature 21 of the train control relay 26, which, when energized, connects the power wire to wire 28 leading to motor armature 29 and the field coil 30 and from there to the ground connection 3| on the axle 25 of the running wheels. The wire leading to contact 24 is grounded at 25 and connects with block wire I4 While wire 23 leading to relay 26 connects with block wire I5.

When the block wire I5 is energized it is apparent that relay 26 will be energized and the train will proceed. On the other hand when block wire I5 is deenergized relay 26 is deenergized and the It will be observed that at the end of each block the Wire I4 of the block ahead connects with the wire I 5 of the'block in the rear so that if a car should be in the block ahead, with the contact 24 grounding the wire I4, it is apparent that the rear wire I5 would thereby be substantially deenergized and in consequence a train in the rear block would be stopped until the block ahead is cleared.

The block system referred to is more fully described in U. S. Patent 1,617,402 issued February 15, 1927, and the vehicle wiring in Fig. 2 is more particularly described in U. S. Patent 1,805,551 issued May 19, 1931. It should be noted that the diagram in Fig. 2 includes the differential braking system of the latter patent and is indicated by the eccentric 32, the connection 33 and the shoe 34 as equivalent to the braking system referred to. As to the automatic operation of the track switches, this application is a continuation in part of my co-pending application, Serial No. 168,189 tiled February 14, 1927, now Patent 1,857,760, May 10, 1932.

The operation of switch D will now be described. The switch is provided with an operating motor 64 which has `a eld indicated by N which, when energized, moves the switch to the normal positionr and it has a second iield indicated by R which, when energized, moves the switch to the reverse position. A switch circuit controller is operatively connected with the switch points for cutting oiA the power to the motor when the switch operation has been completed.

On track B when section 36 is occupied the corresponding block wire is grounded and in consequence block relay 35 connected thereto isV deenergized. Also, when block section 38 is occupied the corresponding wire is subtantially deenergized and block relay 31 is deenergized. When relays 35 and 31 are both deenergized a circuit is established from the battery wire indicated by B through back contact 56 of relay 35, Wire 55, back contact 54 of relay 31, wire 53, and stick relay 5I to ground return at 52. This energizes the stick relay 5I and establishes the stick circuit from the battery B through contact 59 established by the switch points in the reverse position through wire 58 and through Contact 51 to relay 5I and to ground at 52. This holds the relay 5I energized until the circuit is interrupted at 59 by changing the position of the switch points. When The relay 39 is connected to the block wire 40 and prevents the switch motor being operated when the track section in which the switch is located is occupied by a train.

The circuit just described energizes the motor 64 and the normal field N thereby causing the switch D to be operated from the reverse to the normal position diverting traffic from track B to track A. This system is intended for trarne operated on the closest possible headway but it is desirable to prevent the reverse operation of switch D until the track B has been completely lled with trairic. Track B is provided with a block system whereby trains diverted to this track continue to move along the track until the traffic is actually stopped. This occurs when each block is occupied by a train, including the blocks 36 and 38. In order, however, to be able to iill track B with trains without operating the switch D by the trains on this track following each other as closely as the block system will permit the block 36 is so arranged that a train takes less time in passing over this block than in passing over block 38 so that under normal conditions the relays 35 and 31 are not both deenergized at the same time until traiiic is actually stopped. For this purpose block 36 is shorter than block 38, also block 36 is in the section supplied by the high speed trolley wire I3 while block 38 is supplied by the low speed trolley wire I3a. For instance, when a train enters block 36, it releases block 40 for operation at normal speed by removing the ground on wire 38, but before a train on block 40 reaches block38 to deenergize relay 31, the preceding train has cleared block 36 and relay 35 has time to become energized to interrupt the circuit of relay 5I at 56. When a train occupies the block immediately in advance of block 36, as occurs when this track is filled with trains up to block 36, the next train is stopped in block 36 and the train following that is stopped in block 38. Thus track B is filled with trains, spaced by the block system on this track, relays 35 and 31 are deenergized at the same time and conditions are established for reversing switch D. Thus a selective system is provided which enables traffic to feed into a side trackuntil this track is filled to capacity.

The switch E is provided with a mechanism corresponding to the switch D and with similar controlling circuits similarly referenced with a prime mark on the reference characters. The relay 4I connects to the block wire 42 to prevent the operation of the switch E when the train is passing over the switch. The stick relay 5I is controlled by traic on track B and on the right hand end of track A through wire 53', back contact 15 of block relay 31a, Wire 16 and back contact 11 of block relay 35a, wire 18, back contact 54, of relay 31, wire 55 and back contact 56 of relay 35 to the energy wire B. By this arrangement relay 5I is energized when tracks A and B are filled as indicated by the deenergization of block relays 35, 61, 35a and 31a at'the same time. When relay 5 I is energized the circuit of motor 64 and reverse eld Ris established, thus reversing switch E and diverting traic from track A to track C.

Track C is provided with a section 48 which cuit associated with the motor` 64';

lays connected to the block wires, such as 35h31-, etc.

When the sections 44 and 48ers occupied at the same time a circuit vis established from theA energy wire B through back contact 82` of relay 33, wire 0|, back contact 801, of relay 4l, wire 1.9,

switch contact '|2 in the reverse position, wire il', contact l0' of relay-5|', deenergized normal field N and motor 64'; This establishesvthecon.- dition for changing the switch E from :the reverse to the normal position. It will belnotedvthat.during the time the traiiic is being divertedy to track C either or both of tracks A and B'undernormal conditions will have been cleared of `'traiic by trains moving out of these tracks at the oppositeV end, the forward movement of the trains releasing the block sections 36 and 38 onA track B and the block sections controlling relays 35a and 31a on track A so that some,v of the relays 35, 37|, 35a'J and 31a will be energized `and in consequence relay 5| will be deenergized to establish the cir- Should the tracks B and A not `have cleared when track C is hlled with traine, then it is apparent thatrelay 5i' will remain energized. and the capacity of the system has been reached and further traffic appreaching on track A would be halted by the block system until some one of the tracks cleared. That is, if track A or B clears, then'switch` E would be moved to divert traino from track C, but i1" track C clears iirst, the traffic would continue over this track. It should lbe noted that the track section controlling relay 35a, and the track section controlling the relay 431' are shorter than the preceding track sections and are arranged for higher speed trairic similarto the arrangement `at section llt on track B. Switch Dis changed from the normal position to the reversed' position `by a circuit established when switch E is reversedl from energy wire B, through switch cont-act '|45 closed when E is reversed, wire 73, switch contact 'l2 of switch D in the normal position, wire 1|, contact "it of relay 5| in the deenergized position, reverse field coil R; to motor 64 and the return circuit. Thus if track B is clear so that relay 5i is deenergized, switch D will be reversed during the time traiiic is directed to track C, but if track B is occupied, switch D remains normal and; after E is changed to normal, trailic continues on track A. In ordinary operation it will be noted that trafiic runs over track B, then over track A, then over track C and then back to track B, repeating this cycle.

The arrangement in Fig. 3 shows the opposite ends of the side tracks B and- C connecting to the main track A and, as arranged, may divert trafc from these side tracks to the main track in the same order` in which it was divertedv from the main track to the side tracks in Fig. 1. In this arrangement the block wires at switch F are controlled by a circuit controller |0| connected with the switch points and so arranged that when the switch is normal the block wire |03 is fed' through wire IZ, switch |0| and resistance l from the energized power wire i3, while the block wire |65 being disconnected at |0|, is deenergized; and when the switch is reversed the block wire |05 is fed through wire |04, circuit controller |0| in the reverse position indicated bythe dotted line and resistance I6 to power wire I3, while the block wire m3 is disconnected at |0| and is deenergized. The relay |538 is connected with the resistance I6 by wire |39 and is grounded on the rail by wire ||0 so that this relay becomes deenergized with the train either on Vsection |03 or` |05, according to theposition ofV switch F. Relay |08 through contact |53 and wire |52 controls. the circuit of the switch motor |35 to prevent the operation ofthe motor when a train is passing over the switch. A similar construction is provided at switch G with circuits similarly referenced but` distinguished by a prime mark.

Track section H4 controls block relay ||3 and track section ||2 controls block relay Track section |6 controls block relay ||5, track section i iB controls block relay 'l and track section |20 controls block relay |19; also, track section |22 controls block relay 62|, and track section |2l|` controls block relay |23.

Relays |.|3, |2`| and |23 controlling the holding circuit of the stick relays |26, |26 may be of the slow pick up type to hold the circuit closed during any interruption that may occur as the train moves from one block to the next.

The results to be secured will be understood byccnsidering that when switch F is reversed tranic will continue to flow from track B to A `but upon `an interruption'of this trafc switch F is changed to `normal and traftic continues on track A, but upon interruption of this traic, switch G is reversed and trafficA continues from track C to track A, until there is an interruption in this trailic at which time switch G is changed to normal provided thereY is traiTlc on track A. Traffic onY the main track maintains the switches normal Jut upon an interruption of this traific the switches are automatically reversed for traiiic from the side` tracks. The control in Fig. 3 is shown applied to the trailing. switches F and G, but the: same system of control can be usedlto operate facing. switch-es.

When sections ||2 and H14 on track B are occupied and sections |03, ||6 and ||i6 on track A are clear, switch F is reversed, or is maintained reversed by th-e following control. Stick relay |26 is energized from .the battery wire IB through contact |30 of block relay H5 energized, wire |26, contact |28 of block relay |08* energized wire |21, relay |26 and return wire 0. When relay |26 is energized the stick circuit is established through Contact Mia, wire |3|, contact |32 of relay deenergized, wire |33 and contact |34 of relay ||3 deenergized to battery wire B. I'hus when the sections |06 and 6 on track A are clear, relay |26 is energized and this relay is maintained energized as long as sections ||2 and H4 on track B are occupied. Section H2 is preferably longer than section 4 and may be arranged for a lower speed than section ||4 so that trains moving` in a continuous stream from track B over switch F will cause relays and 3 to be deenergized at the same time but when this stream` is interrupted both of these relays will not be deenergized at the same time and in consequence the holding circuit of relay |26 will be interrupted. It should be noted that the sections of block wires i I2 and H4 may be replaced by the ordinary track circuit and the vehicl-e circuits may correspond to U. S. Patent 1,857,760, May lil, 1932.

When stick relay |26 is deenergized a circuit is established for moving switch F from the reverse to the'normal` position starting at the battery wire B through contact |39, controlled by switch F, wire |38, contact |3'ly of relay |25 deenergized, wire |36, normal field coil N, motor |35, wire |52, contact i |53 of relay |il8 and return by wire ||0 and ground on the track rails. When stick relay |26-is energized a circuit is established to change the switch F from the normalto the reverse position, starting at the battery wire B, through con- 75 tact |43 on switch F, wire |42, contact |4| of relay |26 energized, wire |40, reverse eld R and motor |35 to wire |52 as before. By this arrangement it will be noted that when traiiic is established from track B to track A it continues over this route until there is an interruption which deenergizes relay |26. This interruption also requires the presence of trains in block |05 or ||6 on track A, when switch F is changed from the reverse to the normal position and traffic continues on track A.

Switch G is controlled in a manner similar to switch F with corresponding reference characters designating the circuits and indicated by a prime mark. The stick relay |26 is controlled through contact |44 of relay ||1 in the energized position, wire |45, contact |46 of relay ||9 in the energized position to the energy Wire B, and the stick circuit is controlled through wire |41, contact |48 ci relay |2| deenergized, wire |49, contact |50 of relay |23 deenergized to battery wire B. When track A is clear relay |26' is energized, reversing switch G for traiiic from track C and it remains in this position as long as traffic on track C maintains relays |2| and |23 deenergized.

The block relays are the relays that respond to the presence of a train in the block. Usually a train in the block deenergizes the block relay. When the usual track circuits are used as at 43 and 41, the block relays are known as track relays.

It will be noted that in operation when track A is clear relay |26 is energized and traffic is established from track B to track A and when track B has been exhausted of traffic and there is traffic on track A relay |26 is deenergized and switch F is changed to the normal position so that traffic may continue from track A or track C. When traflic on track A has been exhausted switch G is reversed for traffic from track C by energizing relay |26' and traffic then continues from track C until an interruption occurs, that is, until the continuous flow of traiiic from this track ceases thereby deenergizing relay |26. If at this time traiiic has accumulated on track A, switch G is changed to the normal position by deenergizing relay |26' to permit the flow of traic on track A. When the traffic on track A is interrupted immediately in rear of switch F then this switch is reversed by energizing relay |26 for traiiic from track B. It should be observed that track relay |08 for the block section where the switch is located is deenergized as soon as a train enters section |05 or |03. This relay Ycontrols the circuit of the switch motor |35 at |53 so` that the switch cannot operate when this relay is deenergized. Thus, if either of relays or ||3 should temporarily become energized the switch cannot thereby change its position.

The normal operation assumes that trains can follow each other as closely as the block spacing will permit on each track and when the switch is set for this traiiic it remains set until the block spacing is changed.

The automatic operation of the switches described can be applied in a variety of ways in addition to the particular arrangement shown in the diagrams and the invention is not to be understood as limited to this specic arrangement shown.

The system as described is assumed to operate traiiic alternately over tracks B, A and C, which traic is fed from the left side of track A, Fig. 1, and is taken off on the right side of track A, Fig. 3. The feed and take oi portions of track are designed for high speed, or continuous trac,

While the multiple track portion is designed for low speed or for traflic that may be stopped.

When switch D is reversed to direct traflic to track B, it remains in this position until blocks 36 and 38 are occupied at the same time, that is until track B is filled. When switch E is reversed to direct traffic to track C it remains in this position until blocks 44 and 48 are occupied at the same time, that is until the track is lled. Thus if traffic over B or over C is not suicient to iill these tracks it continues over the route established until the track is filled and this removes the traffic from the other tracks.

When switch F is reversed it remains reversed as long as an uninterrupted stream of traffic flows from track B to track A. Should a train arrive at block ||6 on track A at the time switch F is reversed, it will be stopped on account of the block wire being deenergized by switch controller lill. Thus traiiic may accumulate on track A while track Bis clearing, but after B clears, switch F is automatically changed to normal for trac from track A provided there is trafc on track A. Track B can thus be used for through trahie while the other two tracks remain idle.

In the same way, when switch G is reversed it remains reversed as long as there is an uninterrupted stream of traffic from track C to track A, and if a train reached block I |8 on track A it will be stopped by the block system which deenergizes the block wire by switch controller until switch G is placed normal. This occurs when the traiic has cleared from track C and when there is a train on blocks ||8 or |20 of track A. It should be noted that as traiiic is established on track B or on track C, track A is exhausted of traffic and no further traffic can enter this track until switches D and E are placed normal. The established route over track B or track C continues until these tracks are filled which changes the position of the switches for traiiic on track A.

In practice, trac lls track B and is stopped for loading, inspection or other purposes on this track, then switch D is moved to the normal position and track A is filled with traffic that may be stopped on this track for any purpose, then switch Eis reversed and trafiic is directed to track C.

If traiiic clears track B during the time switch E is reversed, switch D is reversed to direct traffic again over track B when switch E becomes normal. In this way as track B is again lled, track A is cleared and then the traic that has been stopped on track C is cleared while track A fills with traiic and with tracks B and A filled, switch E is again reversed to fill track C. If switch E should become normal before track B clears switch D would not reverse and trafc would continue on track A, but if track A is also filled at this time, switch E cannot be moved to normal.

If the system should so operate that track B clears before track A fills then switch E would not be reversed because as shown the circuit of relay requires relays 35 and 31 on track B and relays 35a and 31a on track A to be deenergized to complete its pick-up circuit. In this. case traiic would continue on track A until either switch D or switch E were reversed by means not shown on the drawings.

It should be noted that when only two tracks are involved with one connecting switch, the system is much simplified as for instance, tracks A and C and switch E. In this case the control of relay 5| is limited to relays 31a and 35a with wire 18 connected to energy B, so that when relays 35a and 31a are both deenergized, switch E is reversed are connected by the switch, corresponding to the control of the trailing switches F and G.

Having thus described my invention, I claim:

traiic to the main track only.

2. An automatic switching system for railway tracks comprising a main track and a side track,

trains at the same time.

4. An automatic switching system for railway tance, for initiating the operation of said switch operating means.

said switch until the switch has been operated.

8. vIn a railway system,

blocks at the same time.

9. In a railway system, the combination, a

MATTI-IEW H. LOUGHRIDGE. 

